Carline.



T. N. RUSSELL.

CARLINE.

APPLICATION FILED AUG.6, 1913. l, Mfifil 55o Patented July 6, 1915.

2 SHEETS-SHEET l.

I. N. RUSSELL.

CARLINE.

APPLICATION mm AUGE. 1913.

M WW y? m fwa W M WTFU @TATlEtl THOMAS NATHAN RUSSELL, OF CHICAGO, ILLINOIS, ASSIGNOR T UHICAGO CLEVE- LAND CAR ROOFING COMPANY, OF CHIGAGU, ILLINGES, A. CQRZPOEATION OF ILLINOIS.

cannrnn.

To all whpm it may concern:

Be it known that I, THOMAS NATHAN RUssELL, a citizen of the United States, and resident of Chicago, in the State of Illinois, have invented certain new and useful Improvements in Carlines, of which the fol lowing is a specification.

My present invention relates to carlines, and more particularly carlines for railway cars, and has special reference to the pro vision of an improved form of pressed metal carline and an improved method of making carlines.

The principal objects of my present inventir n are the provision of an improved earline characterized'by a maximum. of rigidity and strength, a minimum of weight, simplicity in manufacture, avoidance of waste of material, and low cost; the provision of a metal carline characterized by an'improved disposition of the metal so as to attain the greatest resistance to all bending moments and other stresses; the provision in carlines of the type referred to of improved means for securing the same to the car framing, and likewise of improved means for suspending the same from the car framing and of bracing the same against the car framing, in order to secure the greatest strength and rigidity of roof construction;

together with such other objects as may hereinafter appear.

In obtaining the foregoing objects and certain additional advantages to be below pointed out, I have provided the constructions illustrated in the accompanying draw ings wherein- Figure 1 is a transverse section of a part of a car construction having a carline embodying my present improvements incor porated therein. the carline being shown in side elevation; Fig. 2 is a plan view of the carline of Fig. 1; Fig. 3 is a view of the blank employed by me in forming the carline of Figs. 1 and 2; Fig. 4- is a perspective view of the carline of Figs. 1 and 2; Fig.

'5 is a side elevational view of the carline of Fig. 1, regarding it from the aspect opposite to that shown in such Fig. 1; Fig. 6 is an enlarged detail view of the end of the carline; Figs. 7 and 8 are sectional views taken on the lines 7'7 and 8-8 of Fig.

Specification of Letters Patent.

July 6, i915.

Serial lc. (7833GT.

Figs. 9 and 10 are respectively enlarged perspective and side elevational views of. the details of a modified form of construed form of end construction; and Figs. 13 anyl 14- are respectively side elevational and er, spective views of the additional modified forms of end construction.

Referring first to Fig. 1 of the drawing,

it will be observed. that I have here illustrated in transverse section, a fragment of the sides and roof of an ordinary railway boX car, wherein I illustrate the customary siding -20 secured to side plates 21 -21, upon which are mounted carlines 22, which in. turn support purlins 23 and the ridge pole PA, which carry the outer sheathing 25, turned over the fascia boards 26 and secured in place by cap members 27-27, a 'ransverse support 28 being employed to carry the running board or roof Wall: 29. I I In manufacturing carlines, 22, embodying my present improvements, 1 preferably employ a Hat rectangular piece of sheet or plate steel 30 (Fi g. 3), or similar suitable material, and press outwardly oppositely inclined flange portions 3132, by bending .the sheet 30 along the line indicated at 33, until the portions 31--32 assume a position at substantially a right angle to the horizontal plane of the'strip 30, theoppositely inclined flanges 8fi--82 forming what for purpose of convenience I will term the compression portion of the carline, simultane' o'usly pressing outwardly in the same direction from such plane oppositely inclined tension portions, flanges and 35, by bending the sheet 30 along the line indicated at36, simultaneously giving the web 37 tl'ulsformcd the doubly reversely curved or oorru gated cro. s section clearly to be seen on viewing Figs. '7 and 8.

By the employment of suitable dies, cuts may be made as indicated at 39-39 for the formation of brackets 4-04O (see Figs. 1 and adapted to bear against the side plates 21--21 and, when secured in position, as by bolts ti-i1, brace the carline against horizontal or racking movement relatively to the plates f21-21, the formation of said brackets 40-40 leaving outwardly projecting-hangers 42-42 by means of which the carline 22 may be suspended from the plates 21, bolts 43 (Fig; 6) being conveniently em-' projecting hanger portions 42-42 and ample room for the provision of apertures 44-44 for the reception of bolts 43 whereby an additional bracing effect against horizontal strains may be attained, the method referred to further providing tension surfaces 34 and which taper from the center of the carline toward the end thereof, thereby affording a.

. maximum amount of material for the formation of the brackets 40-40.

On viewing Figs. 7 and 8 it will be ob served that the compression surfaces 31 and tension surface 35 are preferably extended rearwardly of the concave portion 45 of' the curved web 37, and on inspection of Fig. 7" it will be seen that the web 37 is-symmetrically doubly reversely curved or corrugated in cross section by giving it the form of three semi-circles 46, 47 and 48, which are of substantially the same size at any given point in the carline butwhich successively taper from the center toward the ends as indicated at 46, 47 and 48 inFig. 8. The web thus formed is accordingly homologous in cross section at substantially all points throughout its length, the curves or corrugations thus formed being oppositely inclined as indicated at 50-50, 51-51% and 52-52 (see Fig. 4), and the corrugations 51-51 being continued onto the brackets 40-40 as indicated at 51"-51 in order to strengthen the structure at the bending lines 40"40".

From the foregoing description it will be apparent that the carline embodying my present improvements formed according to my improved method of manufacture presents a maximum of intrinsic rigidity, a maximum of resistance to all strains that it may be subjected to, not only downwardly and outwardly, but also horizontally, that the roof-like form given the structure, which is clearly to be seen on examination of Figs. 1 and 5, is attained without placing any of the metal under extraordinary stress, that the maximum. width of the web 37 is, as is desirable, at the center thereof and that such maximum width of the web 37 is likewise the point of maximum width of the-tension member, 34-35.

Referring now more particularly to Figs. 9 and 10, it will be observed that the con struction here shown differs from that of Figs. 1 to 8 in this, that the hangers 42 -42 are upwardly disposed instead of continued in the plane of the compression surfaces 31, 32, as is shown in Fig. 6.

In the device of Figs. 11 and 12, however, the hangers 42", 42 are given an inverted-U form to the end that the carline may be suspended mechanically from the plates 21-21 and the parallel sides 60-61 of the hangers, may be apertured as indicated at 62-63 for the reception of suitable bolts 64.

The hange r 42 of Fig. 13 is similar to that of Fig.6 save that it is flanged o er the 'plate 21 as indicated at 61 for the purpose of attaining additional security, and the structure of Fig. 14 differs from that of Figs. 4, 9 and 12 in that the hanger 42 instead of being turned upwardly, is turned downward, thus affording a somewhat more compact construction.

Having thus described my invention and illustrated its use what I claim as new and desire to secure by Letters Patent is 1. A carline having a compression surface, a tension surface descreasing in width from the center toward the end of the carline, and a curved web therebetween, the sum of the width of the parts being substantially the same in cross section throughout the carline.

2. A carline having a compression surface, a tension surface decreasing in width from the center toward the end of the carline, and an intermediate web therebetween, the sum of the width of the parts being substantially the same in cross section throughout the carline.

3. A carline having a compression surface increasing in width from the center toward the end of the carline, a tension surface decreasing in width from the center toward the end of the carline, and a curved web therebetween, the sum of the width of the parts being substantially the same in cross section throughout the carline. 1

4. A carline having a compression surface increasing in width from the center toward the end of the carline, a tension surface decreasing in width from the center toward the end of the carline, and an intermediate web therebetween, the sum of the width of the parts being substantially the same in cross section throughout the carline.

5. A carline having compression surfaces oppositely inclined downwardly from the center thereof, a tension surface and a cur ed web therebetween, said web having opposite portions downwardly inclined.

6. A carline having oppositely inclined compression surfaces, a tension surface, and a compression surfaces, a tension surface, and

a doubly reversely curved web therebetween, said web having oppositely inclined portions.

8. A carline having oppositely inclined compression surfaces, a tension surface, and a web therebetween, said Web having oppositely inclined corrugations.

9. A carline having a compression surface, a tension surface, and a continuously curved intermediate web, the two halves of said web being oppositely inclined, and meeting at an angle at the center of the carlinei 10. A carline having a compression surface, a tension surface, and an intermediate web, said web having oppositely inclined portions continuously doubly reversely curred in cross section and meeting at an angle at the center of the carline.

11. A carline having a compression surface a tension surface, and an intermediate web, said web having opposite-portions downwardly inclined and continuously curved in cross section, the sum of the width of the parts being substantially the same in cross section throughout the cal-line.

12. A carline having a compression surface and a tension surface of differing contours and a curved Web therebetween having opposite corrugations of decreasing width from the center toward the end of the car line.

13. A carline having a compression surface and a tension surface of different contours, and an intermediate web decreasing in width from the center outward therebetween, said web being curved in cross sec tion and the curved portions of the web being symmetrical at all points intermediate the ends thereof.

14. A carline having a compression surface, a tension surface, and an intermediate web therebetween, said web tapering in width from the center to the end of the carline and being doubly curved in cross sec tion, and such curves being of different radii but homologous.

In testimony whereof I have hereunto signed my name in the presence of the two subscribing witnesses.

THOMAS NATHAN RUSSELL.

Witnesses:

PAUL CARPENTER, GEO. O. DAVISON. 

